WO2017148993A2

WO2017148993A2 - Drive system for a motor vehicle hatch

Info

Publication number: WO2017148993A2
Application number: PCT/EP2017/054729
Authority: WO
Inventors: Michael Wittelsbürger; Harald Krüger; Matthias Fischer; Andreas GUTGESTELL
Original assignee: Brose Fahrzeugteile Gmbh & Co. Kg, Bamberg
Priority date: 2016-03-02
Filing date: 2017-03-01
Publication date: 2017-09-08
Also published as: DE102016103759A1; CN109072649B; CN109072649A; US20210198933A1; US11566464B2; WO2017148993A3

Abstract

The invention relates to a drive system for a motor vehicle hatch, having a linear drive for producing driving movements and a transmission system coupled thereto for transmitting the driving movements, a compensating system being provided, which drivingly couples two drive elements of the drive system; when a threshold load between the two drive elements is exceeded, the compensating device permits a guided compensating movement between said two compensating elements. According to the invention, the compensating system is provided by the transmission system.

Description

Drive arrangement for a flap of a motor vehicle

The invention relates to a drive arrangement for a flap of a motor vehicle according to the preamble of claim 1 and according to the preamble of claim 2 and a flap arrangement of a motor vehicle according to claim 14.

Motorized flap arrangements are increasingly used in the context of increasing the comfort of motor vehicles. They serve to adjust flaps between an open position and a closed position (e.g., WO 2014 037 468 AI). The term "flap" in the present case is to be understood broadly and includes tailgates, trunk lids, hoods, doors, in particular side doors, or the like.

The known drive arrangement (DE 10 2014 100 125 AI), from which the invention proceeds, is used to adjust the tailgate of a motor vehicle. It has a designed as a spindle drive linear drive, which is arranged laterally of a rear window. The spindle drive is via a Ubertragungsan- order with the tailgate on the one hand and the Kra ftfahrzeugkarosserie coupled on the other hand, so that the drive movements are transmitted to the flap to their adjustment. The spindle drive has a drive motor and a spindle spindle nut transmission connected downstream of the drive motor. Between the drive motor and spindle-spindle nut transmission, a compensation arrangement in the form of an overload clutch is also connected, which allows a compensation movement between two claw-like mutually engaged coupling elements in case of overload, so that damage of drive components in case of overload is avoided. In that regard, the known drive arrangement shows high reliability even in case of overload. However, the mechanical realization of the overload clutch is complex and not very flexible in terms of design, since it is integrated in the spindle drive.

The known drive assembly further shows a measure to increase the reliability with regard to an unwanted, gra vitationsbedingte adjustment of the flap. In detail, a coil spring arrangement is connected between the two drive connections of the spindle spindle nut transmission, the a gravitational, unwanted adjustment of the flap at least counteracts. Again, the mechanical implementation elaborate and less flexible, since the required spring assembly is integrated into the spindle drive. As a result, although the known drive arrangement allows an extremely high level of operational reliability, it is at the expense of costly mechanical implementation and, in particular, a high outlay on variant formation.

The invention is based on the problem to design the known drive arrangement such and further, that a high reliability is ensured with a simple design effort and easier variant formation. The above problem is solved in a drive assembly according to the preamble of claim 1 by the features of the characterizing part of claim 1.

Essential is the fundamental consideration that the transmission arrangement, which is coupled to the linear drive for transmitting the drive movements, provides the compensation arrangement. The compensation arrangement initially serves once the drive-technical coupling of two arranged outside the linear drive drive elements of the drive assembly. Only in the limit load case, ie when exceeding a predetermined limit load between the two drive elements, the compensation arrangement allows a guided compensation movement between the two drive elements. In this case, the compensation arrangement ensures that the force effect between the two drive elements is limited during the compensating movement, so that in turn the damage of drive elements in case of overload is avoided.

According to another teaching, the above problem is solved in a drive assembly according to the preamble of claim 2 by the features of the characterizing part of claim 2. Essential to the further teaching is the fact that the transmission arrangement in the sense of increasing the reliability can provide a spring preload of the drive assembly. Such a spring preload is realized here by a return spring arrangement which is assigned to a drive element of the drive arrangement and which biases the flap in the mounted state in an adjustment direction. Essential according to the further teaching is that the Ubertragungsanordnung provides the above-mentioned return spring arrangement. Alternatively or additionally, it can be provided that the transmission arrangement is coupled to the spring arrangement

The two proposed teachings are based on the fundamental knowledge that the transmission arrangement, which serves to transmit the drive movements generated by the linear drive, in the context of increasing the reliability, namely to implement a compensation arrangement and to realize a spring arrangement for spring preload of the drive assembly can be used can. The displacement of these two measures arranged on the outside of the linear drive transmission arrangement allows a simplified design, since integration into the linear drive with the associated space limitations is not required. Furthermore, a simple variant formation is possible by simply exchanging the transmission arrangement.

In the particularly preferred embodiment according to claim 4, the transmission arrangement on a deflection unit, which is particularly suitable for the realization of the compensation arrangement and the spring arrangement.

In the likewise preferred embodiment according to claim 5, it is such that the deflection unit has a reversing lever with two drive-technically coupled deflection lever elements Hereby, different variants for the latching arrangement can be realized in a particularly simple constructive manner.

In the further preferred embodiment according to claim 6 it is provided that the two, the compensation arrangement associated drive elements, after elimination of the limit load always in a normal position relative to each other are reset. This is advantageous inasmuch as possible path measuring systems do not have to be recalibrated after the occurrence of the overload case.

An example of the realization of the compensation arrangement is shown in claim 8, wherein the drive elements are coupled together via a limit load spring arrangement which springs in during the compensating movement. This can be realize a largely jerk-free drive the flap even in an overload.

Another preferred way of realizing the compensation arrangement is shown in claim 9, wherein the Umlenkhebelelemente are coupled together via a releasable latching arrangement. It is advantageous that the coupling between the two Umlenkhebelelementen in case of overload can almost disappear, so that in turn damage to drive elements in case of overload is particularly effectively avoided.

The further preferred embodiments according to claims 11 to 13 relate to preferred ways of realizing the return spring arrangement, which serves the spring bias of the drive assembly. A particularly compact arrangement results according to claim 12, characterized in that the return spring arrangement comprises a spiral spring, which can be aligned in a further preferred embodiment on the pivot axis of the return spring associated with the switching lever.

According to another teaching according to claim 14, which also has independent significance, a flap arrangement of a motor vehicle with a flap and a drive arrangement according to one of the two aforementioned teachings is claimed. Reference may be made to all versions of the proposed drive arrangements.

In the following the invention will be explained in more detail with reference to a drawing showing only an exemplary embodiment. In the drawing shows

Fig. 1, the rear portion of a motor vehicle with a proposal

Flap assembly equipped with a proposed drive assembly,

2 shows the transmission arrangement of the drive arrangement according to FIG. 1 in a first embodiment a) with the flap closed, b) with the flap open, c) in the limit load case 1 in a second embodiment a) with the flap closed, b) with the flap open, c) in the limit load case and

4 shows the transmission arrangement of the drive arrangement according to FIG. 1 in a third embodiment a) with the flap closed and b) with the flap open.

The flap assembly 1 shown in the drawing has a drive assembly 2 and a flap 3 of a motor vehicle. The drive assembly 2 is used for the motorized adjustment of the flap 3 between the closed position shown in FIG. 1 in a solid line and the open position shown in dashed line in Fig. 1.

In the exemplary embodiment shown in FIG. 1, the flap arrangement 1 is divided into two parts. The already mentioned flap 3 is the lower flap and another flap 4, the upper flap. Both flaps 3, 4 are each pivotable about a substantially horizontal flap axis 3a, 4a. The two flaps 3, 4 close a flap opening 5 of the flap arrangement 1, provided that both flaps 3, 4 are in the closed state. In Fig. 1, the upper flap 4 is shown only in the open position.

In the present case, the lower flap 3 is in the foreground, which is associated with the proposed drive arrangement 2. All relevant statements can be basically apply accordingly for the upper flap 4.

The proposed drive assembly 2 is equipped with a linear drive 6 for generating linear drive movements, which is configured here and preferably as a spindle drive. With the linear drive 6, a transmission arrangement 7 is coupled for the transmission of the drive movements. The transmission arrangement 7 can be a single transmission element or, as here, a transmission mechanism which will be explained later. In order to avoid damage to drive components of the drive arrangement 2, in particular in the event of overload, a compensating arrangement 8 is provided which drives the two drive elements 9, 10 of the drive arrangement 2 in terms of drive technology. Under "drive element" of the drive assembly 2 is such an element to understand, which is arranged in the force required for the generation of the drive movements chain of forces, which thus serves to transmit drive forces.

When exceeding a limit load between the two drive elements 9, 10 allows the compensation assembly 8 a guided compensation movement between the two drive elements 9, 10. This is a limit load case, which may also be an overload case depending on the definition of the limit load. By "guided compensating movement" is meant that the coupling of the two drive elements 9, 10 is indeed, at least in part, repealed that a leadership of the movements of the drive elements 9, 10 but remains.

The compensation arrangement 8 is preferably made such that the driving force transferable between the drive elements 9, 10 is limited during the compensation movement. By this restriction, the damage of drive elements of the drive assembly 2 can be effectively avoided, even if, for example. By incorrect operation, a high load from the flap 3 acts on the drive assembly 2. Such a balancing arrangement 8 is shown in FIGS. 2 and 3 in two preferred embodiments.

It is essential in both embodiments shown in FIGS. 2 and 3 that the transmission arrangement 7 also provides the balancing arrangement 8. Thus, the compensation assembly 8 is not the linear drive 6, but the Ubertragungsanordnung 7 assigned. The compensation assembly 8 can thus be interpreted independently of the linear drive 6, so that space-related design restrictions in the design of the compensation assembly 8 omitted. This can be seen in the illustrations of FIGS. 2 and 3. Furthermore, there is the possibility of providing different variants for the compensation arrangement 8, without changing the linear drive 6. This simplifies the formation of variants overall Fig. 4 shows a drive assembly 2, wherein a return spring assembly 11 is associated with a drive element 9 of the drive assembly 2 and wherein the return spring assembly 11 biases the flap 3 in the assembled state in an adjustment, here and preferably in a closing direction 12 of the flap 3. The return spring assembly 11 is preferably designed so that it supports an adjustment of the flap 3 against the gravitational force. Here, this is, as mentioned above, the closing direction 12th

Essential for the embodiment according to FIG. 4 is that the transmission arrangement 7 provides the return spring arrangement 11. In addition, it is in the illustrated and so far preferred exemplary embodiment so that the transmission assembly 7 is coupled to the return spring assembly 11. In principle, it may also be provided that only a coupling between the transmission arrangement 7 with the return spring arrangement 11 is provided here.

The drive arrangements 2 of FIGS. 2, 3 and the drive arrangement 2 of FIG. 4 differ primarily in the realization of a compensation arrangement 8 or a return spring arrangement 11. Incidentally, all the explanations concerning the various embodiments apply mutatis mutandis. In particular, it should be pointed out that each illustrated drive arrangement 2 can be equipped both with a compensation arrangement 8 and with a return spring arrangement 11.

The linear drive 6 is configured here and preferably as a spindle drive with a drive motor 13 and a spindle spindle nut gear 14 downstream of the drive motor 13. It can be seen from the illustration according to FIG. 1 that the drive arrangement 2 is assigned overall in the assembled state of the flap 3 and follows a flap movement. Accordingly, the drive assembly 2 is arranged here and preferably in a cavity of the flap 3. Alternatively, it could be provided that they drive arrangement

2 is arranged laterally next to the flap 3. This is illustrated by way of example for the drive arrangements 15, 16 in FIG. 1, which are assigned to the upper flap 4. As a further alternative, provision may be made for the drive arrangement 2 to be arranged in the body of the motor vehicle, in particular in a rear roof. frame (for the upper flap 4) or below the loading area (for the lower flap 3) is arranged.

A particularly compact embodiment results in the exemplary embodiment illustrated in FIG. 1 in that the transmission arrangement 7 has a deflection unit 17 with a deflection lever 18. In this case, it is preferably the case that the deflection unit 17 is coupled on the input side to the linear drive 6 and on the output side to a push rod 19. As a first approximation, the deflecting unit 17 deflects a lateral drive movement, which extends essentially along the extension of the rear bumper 20 of the motor vehicle, into a substantially downward or upward movement. The deflecting unit 17 preferably generates a deflection of the drive movement at least 45 °, more preferably in a range between 70 ° and 110 °. This makes it possible to achieve an extraordinary compactness of the drive arrangement 2, as FIG. 1 shows.

Here, the reversing lever 18 has an input-side connection 18a and an output-side connection 18b, which are arranged at different points of the deflection lever 18, in FIGS. 2 and 3 at different lever arms of the deflection lever 18.

In the embodiments shown in FIGS. 2 and 3, the reversing lever 18 is designed in each case in several parts. In detail, the reversing lever 18 has two Umlenkhe- belelemente 21, 22 drivingly coupled together in normal operation umbel, which each provide the compensation assembly 8 associated drive element 9, 10 provide.

Regardless of its configuration, the reversing lever 18 is preferably pivotally mounted on the flap 3 about a Umlenkhebelachse 23 In the illustrated and so far preferred embodiments of the lever 18 is pivotally connected to a support member 24, wherein the support member 24 is fixed to the flap 3.

In normal operation, in which the load between the compensating assembly 8 associated drive elements 9, 10 moves below the limit load, stand the drive elements 9, 10 to each other in a normal position, as in Fig. 2 a, b and Fig. 3 a, b is shown.

Fig. 2a and Fig. 3a show the deflecting unit 17 in normal operation in the closed position located in the flap 3. The transition from Fig. 2a to Fig. 2b and of Fig. 3a to Fig. 3b shows the motor opening of the flap 3. Dies is a compressive force on the push rod 19 to the body of the motor vehicle, here on the anvil 25, passed, resulting in a drive torque to the flap axis 3a of the flap 3 results in Öfmungsrichtung. The motori see closing the flap 3, however, takes place by the transmission of a tensile force on the push rod 19. The opening of the flap 3 is thus on a divergence of designed as a spindle drive linear actuator 6 back, while the closing of the flap 3 on a moving together as a spindle drive designed linear actuator 6 goes back.

Fig. 2c and Fig. 3c show the limit load case in which the load, here the torque between the two drive elements 9, 10, a limit load, ie a limit torque exceeds. This limit load case can, for example, be caused by the fact that the flap 3 is held in the closed position during the motorized opening. This results from a combination of FIGS. 2a and 2c, as well as FIGS. 3a and 3c. When the limit load between the two drive elements 9, 10 is removed, the drive elements 9, 10 can be divided back into their normal position again. In the preferred embodiment shown in FIG. 2, it is the case that the drive elements 9, 10 return to the normal position when the limit load ceases, as shown by the transition from FIG. 2c to FIG. 2a.

In both exemplary embodiments illustrated in FIGS. 2 and 3, it is the case that the compensation arrangement 8 allows the compensation movement out of the normal position in two opposite directions of movement. The representations according to FIGS. 2c and 3c correspond to a compensation movement in a first direction, while the position of the drive element 10, which is shown in broken lines in FIGS. 2c and 3c, corresponds to a compensation movement in the opposite direction of movement. As can be seen from the illustrations of FIGS. 2 and 3, the drive elements 9, 10 are each pivotable about the lever axis 23. This allows a particularly simple coupling of the drive elements 9, 10 by means of the compensation assembly 8. In the exemplary embodiment shown in FIG. 2, the drive elements 9, 10, here the Umlenkhebelelemente 21, 22, as mentioned above about the Umlenkhebelachse 23 pivotally Here and preferably, the limit load spring assembly 26 at least one wire spring, preferably at least one leg spring, which is coupled with its leg ends 26a, 26b each having a Umlenkhebelelement 21, 22 The arrangement is such that the leg ends 26a, 26b are spread independently of the direction of movement of the compensating movement. For engagement with the leg ends 26a, 26b, the Umlenkhebelelemente 21, 22 each have a spaced from the Umlenkhebelachse 23 engaging element 21a, 22a on. The leg spring is further preferably designed in the manner of an omega spring.

In the exemplary embodiment shown so far, it is the case that the limit load spring arrangement 26 having a leg spring is aligned with the lever axis 23. This means that the spring coils 26 c of the limit load spring assembly 26 is aligned concentrically with the Umlenkhebelachse 23.

In the case of the spring-based embodiment of the compensating arrangement 8 illustrated in FIG. 2, passing through the compensating movement corresponds in each case to compression of the limit load spring arrangement 26. With a suitable design of the limit load spring arrangement 26, the driving force transferable via the reversing lever elements 21, 22 can be effectively limited, so that in particular in the event of overload Damage to drive components is avoided.

In principle, however, the limit load spring arrangement 26 can also have at least one elastically compressible element, preferably made of a compressible plastic or the like, which provides a corresponding spring action. Alternatively or additionally, it may further be provided that the limit load factor deranordnung 26 for providing the spring action at least one resilient sheet, in particular a resilient stamped and bent part having.

A further preferred embodiment of the compensation arrangement 8 is shown in Fig. 3, in which the Umlenkhebelelemente 21, 22 are coupled together via a latching arrangement 27, wherein the latching arrangement 27 dissolves in the limit load case. Here, it is the case that provision is made manually for the return lever elements 21, 22 to be returned to the normal position shown in FIGS. 3 a and 3b. A spring-based provision is not provided. In principle, however, such a spring-based provision can be realized by an additional return spring.

To produce the locking connection, the two Umlenkhebelelemente 21, 22 each latching formations 28, 29, which are held in normal operation via a detent spring assembly 30 with each other in positive and non-positive engagement. This shows the exploded view in Fig. 3a, according to which the latching formations 28 of the Umlenkhebelelements 21 are concave and the Rastausformungen 29 of the Umlenkhebelelements 22 are convex, in such a way that in each case a concave Rastausformung 28 with a convex Rastausformung 29 in forraschlüssigem Intervention is as far as the bell crank elements 21, 22 are in the normal position. The mutually complementary directions of formation of the latching formations 28, 29 are each provided substantially along the Umlenkhebelachse 23. In order to maintain the above form fit, the detent spring assembly 30 presses the two Umlenkhebelelemente 21, 22 in relation to the Umlenkhebelachse 23, the axial direction to each other.

In the limit load case, ie when the limit load between the Umlenkhebelelementen 21, 22, the associated latching formations 28, 29 of the Umlenkhebelelemente 21, 22 are disengaged from each other. This is regularly connected with a slight, relative to the Umlenkhebelachse 23 axial adjustment of the Umlenkhebelelemente 21, 22 against each other. This decoupling of the Umlenkhebelelemente 21, 22 from each other is preferably due to the fact that the associated latching formations 28, 29 slide along each other. For this purpose, the latching formations 28, 29 have corresponding bevels, which finally bring about the above, axial adjustment of the deflecting lever elements 21, 22 against each other. In principle, the drive elements 9, 10 associated with the compensation arrangement 8 can be linearly adjustable relative to one another in the event of overloading (not shown). For example, here one drive element 9 can be mounted in a spring-loaded manner in a slot of the other drive element 10, wherein the compensating movement is the passage of the slot through the one drive element 9. In this case, the two drive elements 9, 10 together form a coupling rod, in particular the above-mentioned push rod 19, in particular with one or both sides Kugelkopfanbindung.

In another embodiment, also not shown, the two drive elements 9, 10 are each part of a total drive element, which is preferably designed in one piece. The overall drive element preferably has a spring elasticity, by means of which the overall drive element elastically springs in when the limit load between the two drive elements is exceeded. In this case, the drive elements 9, 10, for example, each form a lever arm of the overall drive element, wherein at least one of the two lever arms is preferably designed resiliently. The elasticity of the spring can be realized, for example, by configuring the overall drive element at least in sections from a resilient sheet metal part, in particular a resilient stamped and bent part. Preferably, the entire drive element forms an above-mentioned lever 18.

Fig. 4 shows the drive assembly 2 according to the second-mentioned teaching, in which a return spring assembly 11 is provided for the spring bias of the flap 3 in an adjustment direction.

Basically, the return spring assembly 11 may be designed so that it holds the flap 3 at least in an adjustment against its weight. However, it is also conceivable that the return spring arrangement 11 is made weaker, and only provides a certain compensation of the weight force acting on the flap 3.

In a particularly preferred embodiment, it is such that in addition to the return spring assembly 11 at least one return spring arrangement is provided, which acts on the drive train of the drive assembly 2. Preferably it is such that designed as a spindle drive linear actuator 6 has a return spring arrangement, in particular in the form of a helical spring which biases the linear drive 6 in the extended position or in the retracted position. In such a case, the spring effects of the return spring arrangements can be coordinated with one another in such a way that a predetermined course of the resulting spring preload results over the adjustment range of the flap 3.

Fig. 4 shows a particularly preferred embodiment of a return spring assembly 11, which causes a spring bias of the flap 3 in the closing direction. For this purpose, the return spring arrangement 11 biases the reversing lever 18 clockwise in FIG. 4a.

The illustrated in Fig. 4 and so far preferred return spring assembly 11 has a coil spring 1, wherein here and preferably the coil spring 31 is aligned with a pivot axis of the return spring assembly 11 associated deflection lever 18. In this pivotal axis is here and preferably to the Umlenkhebelachse 23. The coil spring 31 has two terminals 32, 33, with the body of the motor vehicle, here with the support member 24, on the one hand and with the lever 18, here with a on the Lever 18 arranged nose 34, on the other hand are engaged. The illustration according to FIG. 4 shows that a particularly compact arrangement can be achieved with the explained configuration and arrangement of a spiral spring 31.

Alternatively or additionally, the return spring arrangement 11 may comprise a helical spring, here and preferably a helical tension spring, which is coupled to a location spaced from a pivot axis of the deflection lever 18, here at a location spaced from a bell crank axis 23 of the deflection lever 18. This leads to a particularly cost-effective and at the same time easily adjustable return spring arrangement 11.

According to another teaching, which also belongs to independent significance, the flap assembly 1 of a motor vehicle with a flap 3 and a proposed drive assembly 2 for adjusting the flap 3 is claimed as such. Reference may be made to all statements on the two aforementioned teachings. In a particularly preferred embodiment, it is such that the drive assembly 2 is assigned as such to the flap 3 and follows a flap movement, as also described above. The placement of the drive arrangement 2 in the flap 3 can be realized in a structurally particularly simple and at the same time robust manner, in particular by equipping the transfer arrangement 7 with the above-mentioned deflection unit 17.

Claims

1. Drive arrangement for a flap (3) of a motor vehicle with a linear drive (6) for generating drive movements and with a transmission arrangement (7) coupled therewith for the transmission of the drive movements,

wherein a compensation arrangement (8) is provided, the two drive elements (9, 10) of the drive assembly (2) drivingly coupled together and wherein the compensation arrangement (8) when a limit load between the two drive elements (9, 10) exceeds a guided compensation movement between the allows both drive elements (9, 10),

characterized,

the transmission arrangement (7) provides the balancing arrangement (8).

2. Drive arrangement for a flap (3) of a motor vehicle with a linear drive (6) for generating drive movements and with a transmission arrangement (7) coupled therewith for the transmission of the drive movements,

wherein a return spring arrangement (11) is assigned to a drive element (9) of the drive arrangement (2) and wherein the return spring arrangement (11) biases the flap (3) in an adjusted direction, in particular in a closing direction, in the mounted state, in particular according to claim 1,

characterized,

in that the transmission arrangement (7) provides the restoring spring arrangement (11), and / or in that the transmission arrangement (7) is coupled to the restoring spring arrangement (11).

3. Drive arrangement according to claim 1 or 2, characterized in that the linear drive (6) as a spindle drive with a drive motor (13) and a downstream spindle spindle nut gear (14) is configured, and / or that the drive assembly (2) in the assembled state of the flap (3) is assigned and follows a flap movement.

4. Drive arrangement according to one of the preceding claims, characterized in that the transmission arrangement (7) comprises a deflection unit (17) a deflection lever (18), preferably that the deflection unit (17) on the input side to the linear drive (6) and the output side with a push rod (1) is coupled, further preferably that the deflection unit (17) deflecting the drive movement by at least 45 ° , preferably at an angle in a range between 70 ° and 110 °.

5. Drive arrangement according to claim 4, characterized in that the deflection lever (18) has two drive technically coupled to each other Umlenkhebelelemente (21, 22), each one of the compensating assembly (8) associated drive element (9, 10) provide.

6. Drive arrangement according to one of the preceding claims, characterized in that the compensating arrangement (8) associated drive elements (9, 10) in normal operation to each other in a normal position, in the limit load, the compensating movement out of the normal position and out when the limit load in the Normal position can be reset, preferably, that reset the drive elements (9, 10) when the limit load spring-driven in the normal position.

7. Drive arrangement according to one of the preceding claims, characterized in that the compensating arrangement (8) allows the compensating movement out of the normal position out in two opposite directions of movement.

8. Drive arrangement according to one of the preceding claims, character- ized in that the compensation assembly (8) associated drive elements (9, 10), in particular bell crank elements (21, 22), coupled via a limit load spring arrangement (26) of the compensation arrangement (8) are that compresses during the compensating movement, preferably, that the limit load spring assembly (26) at least one wire spring, in particular a leg spring has, and / or that the limit load spring assembly (26) has at least one elastically compressible element, and / or the limit load spring arrangement (26) has at least one resilient sheet metal, in particular a resilient stamped and bent part.

9. Drive arrangement according to one of the preceding claims, characterized in that the Umlenkhebelelemente (21, 22) via a latching arrangement (27) of the balancing assembly (8) are coupled together, which dissolves in the limit load case.

10. Drive arrangement according to claim 9, characterized in that the two Umlenkhebelelemente (21, 22) each Rastausformungen (28, 29) which are held in normal operation via a detent spring arrangement (30) with each other in positive and non-positive engagement and that when exceeded the limit load between the Umlenkhebelelementen (21, 22) the mutually associated Rastausformungen (28, 29) of the Umlenkhebelelemente (21, 22) disengage from each other, preferably that the mutually associated Rastausformungen (28, 29) slide along each other.

11. Drive arrangement according to one of the preceding claims, characterized in that the return spring arrangement (11) is coupled to the deflection lever (18) of the deflection unit (17). 12. Drive arrangement according to claim 11, characterized in that the return spring arrangement (11) comprises a spiral spring (11). 31), preferably in that the spiral spring (31) is aligned with a pivot axis of the return spring arrangement (11) associated with the deflection lever (18). 13. Drive arrangement according to claim 11 or 12, characterized in that the return spring arrangement (11) has a helical spring, in particular a helical tension spring, which is coupled to one of a pivot axis of the reversing lever (18) spaced location. 14. flap arrangement of a motor vehicle with a flap (3) and a drive arrangement (2) for adjusting the flap (3) according to one of the preceding claims. 15. Flap assembly according to claim 14, characterized in that the drive arrangement (2) of the flap (3) is associated and follows a flap movement.